2.0 Analysis 2.1 Power Loss The evidence on the runway and in the left engine indicates that a gull or gulls were ingested by the left engine. The lack of bending of the left propeller blades on impact, and the pilots' observation of low left engine torque and left yaw indicate that the bird ingestion resulted in a power loss in the left engine. 2.2 Pilot Actions Based on the bird remains on the runway, the bird ingestion occurred after 1,600 feet of ground run. The skid marks on the runway are the first indications of left yaw developing at about 1,800 feet of ground run. The main wheel tire marks on the runway were probably caused by the pilot inadvertently applying toe pressure to the brakes on the rudder pedals as he pushed the right rudder pedal forward to correct for the left yaw that was developing. The negative torque sensor on the left engine reduced the amount of left yaw experienced initially and, thus, the pilot was not immediately alerted to the developing power loss as he accelerated to rotation speed. Because of the aircraft's high power-to-weight ratio, the rotation speed of 98 knots was attained. After rotation, the pilot realized the yaw was pronounced, and confirmed the power loss in the left engine by reference to the torque gauge. At this point, he also observed a gull pass in close proximity to the left side of the aircraft. The pilot had the option of aborting the take-off or continuing. He had achieved rotation speed and elected to continue the take-off. The aircraft lifted off after about 2,200 feet of ground run, as indicated by the end of the skid marks on the runway. 2.3 Flight Manual Limits When the pilot continued the take-off, he could not control the aircraft. His inability to control the aircraft was likely contributed to by a take-off weight over the maximum allowable and a centre of gravity that was outside of the aft limits specified in the approved Flight Manual. 2.4 Bird Hazards The absence of any reports of bird strikes at Fort Frances is likely the result of the organization of the reporting system rather than an absence of any bird strikes, because the reporting system is supported primarily by Transport Canada operated airports and commercial carriers. Based on Transport Canada guidelines, the proximity of the garbage dump to the airport would classify Fort Frances as an extremely hazardous airport for bird strikes. The observation of significant numbers of gulls at the dump on the day after the occurrence would tend to substantiate the conclusion that an extremely hazardous bird site exists within one mile of the Fort Frances airport. 2.5 Deceleration Force It is likely that most of the deceleration of the aircraft occurred as the aircraft was travelling backwards over the crossing runway and into the second drainage ditch. Thus, the main deceleration force acted to retain the baggage in the aft cabin where it was stored. The direction of the force was also opposite to that required to activate the ELT and consequently the ELT did not transmit a signal. 3.0 Conclusions 3.1 Findings The pilot was certified, trained, and qualified for the flight in accordance with existing regulations. Aircraft documentation indicated that the aircraft was certified, equipped, and maintained in accordance with existing regulations and approved procedures. The take-off weight was over the maximum allowable and the centre of gravity was outside of the aft limits specified in the approved Flight Manual. The left engine ingested a bird or birds and lost power. The pilot lost control of the aircraft after take-off. The ELT did not activate because most of the deceleration force acted opposite to the force direction required for activation. The cargo in the passenger compartment was not properly restrained. The pilot did not notice the ATZ designation on the aerodrome sketch for Fort Frances. AIP Canada guidance on the reporting of bird strike hazards is inaccurate. An extremely hazardous bird site exists within one mile of the Fort Frances airport. There is no warning of the bird hazard in the CFS entry for Fort Frances airport. 3.2 Causes The pilot lost control of the aircraft during take-off when the left engine lost power as a result of bird ingestion. Contributing to the loss of aircraft control were a take-off weight in excess of the maximum allowable, and a centre of gravity aft of the centre of gravity limit. 4.0 Safety Action 4.1 Action Taken Following the accident, the TSB issued Aviation Safety Advisory Letter No. 940206, requesting that Transport Canada (TC) amend the Canada Flight Supplement entry for Fort Frances Airport to include a warning of the bird hazard at Fort Frances. An Aviation Safety Information Letter, No. 940207, was also issued to inform TC of inaccuracies in the bird hazard reporting procedures outlined in the Aeronautical Information Publication.